Internal-combustion engine.



G. D. GASSON n P. D. BLAKELY. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED NOV. 8, 1912. 1,107,895, Patented Aug. M1914y 2 SHEETS-SHEET 2.

WINESSES lll/I/E/VTORS` rf/ y f y Geore D.Co|sson uimgzm Fran D. Blake! Ammers UNITED sfrafrns -i OFFICE.

GEORGE D AssoN AND FRANK n. BLAKELY, 'or WINNIPEG, MANITQBA, CANADA.

INTERNAL-COMBUSTION ENGINE.

Patented Aug. 1S, 19514.

Application filed November 8, 1912. Serial No. 730,169.

To all whom L muy concern:

Be it known that we, .GEORGE D. CAssoN and lFRANK D. BLAKELY, citizens of Great Britain, and residents of W'innipeg, in the Province of Manitoba and Dominion of Can" ada, have invented a new and Improved ,.In ternal-Combustion Engine, of which the following is a. full, clear, ,and exact description,

Our invention relates to internal combustion engines. and it comprises certain irnprovements in valve constructions for such motors, by means of which the entrance of the combustible gaseous mixture to the tiring chamber and the discharge of the burnt mixture after explosion from the tiring chamber can be more advantageously controlled.

Reference is to be had to the accompanying drawings forming a part of this specili-,n cation, in which the saine characters oi reference indicate the same parts in all the views.

Figure 1 Vrepresents a transverse. vertical sectional view of our improved engine, showing Vthe valvecontrolled devices therefor; Fig. is a, horizontal sectional view on the line 2 2 of Fig. 3; Fig. 9, is a side elevation of the valve tubev orv sleeve for the engine; and Fi A. 4 is a vertical transverse sectional view o a modilication.

Our improved engine. shown on the drawings comprises a cylinder 1 provided with a wat r jacket Q and closed at one end by means of a head 3, which is bolted to the end of the cylinder or otherwise secured in position. .Xt its other end the cylinder 1 is connected to crank case 4, in which is located the power shaft through which power is transmitted. The opposite end of the cylinder, namely, the end to which the head 3 is applied, of course the working end, and this head carries any convenient forni of igniter shown at 5. Inside of the cylinder is the working piston 6. and 7 is a rod which connects the piston 6 to the crank 8 on the power shaft This crank 8 and power shaft- 9 are of course located in the crank case 4, and suitable bearings are provided in which the shaft, 94 is mounted.

The immoral 10 represents the inlet port to the interior of the c vlinder 1, this inlet port communicating with a mixture supply conduit 11, and the numeral 12 represents the exhaust port communicating with the exhaust conduit 13. The exhaust port is preferably located nearer to the head 3 than the port 10 for a purpose which will appear later.

The intake of mixture and outflow of gases from the cylinder lare controlled by means ofa valve'tu'be or sleeve shown at 14, which is disposed between the piston and the inner surface of the cylinder 1,'and is designed to be rotated around thelongitudinal aXis ofthe cylinder, while at the same time permitting the piston G to reciprocate freely within the sleeve 14. The sleeve is rotated by E means ot' a gear or pinion 15 on the shaft S), meshing with a similar gear 16 mounted upon a way shaft 17. This shattalso carries a miter gear 18 which meshes with another miter gear 19 mounted upon a shaft 2Q.-

This shaft is carried in a suitable bearing in the casing 4, and likewise rotates a pinion 21. This pinion meshes with, gear teeth at the inner end of the sleeve and the diameters of the pinion 2l. and gear Z2 are such that the pinion 21 will have to make two revolutions for one revolution of the sleeve 14, the engine being of the four-cycle ty e. The end of the sleeve 14 adjacent the hea *3 is provided with a flange 23, which may be made integral therewith or separate therefrom, but secured thereon in any de sired way. This flange rests upon the end of the cylinder, the head 3 being hollow, so as to provide a shoulder against which the flange 23 can abut. A similar flange is disposed at the other end of the sleeve i4- between the casing and the gear 22. The upper flange 23 bears the stress when the piston is moving downward, and the lower (lange 23 bears the stress when the piston is moving upward.

The sleeve 14 is provided with ports 24. and 25. These ports are arranged with their centers preferably7 90o apart and in ditlerent transverse planes, the port 25 being nearer the upper flange 23 than the port 24. The port Q4 is designed to register with the vinlet port 1:() in the cylinder wall` and the port 25 with the outlet port 1Q. The direction of rotation of the sleeve is shown by the arrow in Fig. 3, and it will be seen that with the ports 10 and 12 arranged at diametrieally opposite points in the wall of the cylinder the inlet ports 10 and Qt will come into registry at the proper time after the outlet ports and 12 move out of communication with one another at t-he close of the exhaust stroke, to allow the mixture to enter the firing chamber when the piston 6 moves outward.

The manner of opera-tion o-our erijine will be apparent. The direction of revolution of the crank shaft being asshown by the arrow in Fig. 1, motion Will be transinitted to the gear 22 to turn the sleeve 1l inY the cylinder' 1 and around the piston (l. At the same time, the piston will be allowed to reciprocate freely, and mixture will flow in when the ports'Ql and l() are in communication, these two ports moving out of regis4 try when the compres-.Sion .stroke commences, and the sleeve 111 closing the interior of the cylinder entirely on the compression and 'ignition strokes, and allowing the exhaust to commence at the end of the firing stroke by the port Q5 coming into communication with the port 12. These operations are repeated for every cycle when the engine iS running.

The sleeve 14 is further provided with a spiral groove. 2t on its outer surface. This groove is an oil groove and carries a lubricant from the bottoni of the cylinder and the inner end Yot the Sleeve .lll up toward the top.

Fig. 4 illust-rates a modification in which the sleeve 14 has an annular interior space 27 through which a coolingA agent can be circulated. At the crank case end of the cylinder is provided a number of ports 28 which register with similar ports 2f) leading to the space 27, and 30is a similar port.

leading to ports 31.near the head 3, through f which the cooling agent can be discharged. This cooling vagent may be air or a suitable liquid, and it is taken in through the ports 28 as the sleeve 14 rotates, and discharged through the ports 30 yand 3 1 at the top. The ports 28 and 2f) and @Gand 31 are. provided in sutlicient number to allow the free circulation of the cooling agent, and they may be .so located that when part of the ports and 2,9 are outof communication with cach other, other ports will bc in registry, so that the inflow ol the cooling agent will at no time be entirely obstructed or interrupted. A similar arrangement may be adopted for the ports 30 and 31. x

The arrangement ol the ports 10 and 12 at liainetrically oppoeite points and the arrangement. of the ports 24 and 25 900 apart is to bevpreferred, but obviously we may adopt a different arrangenient if convenient. We prefer to locate thc ports 10 and 12 and it and F25 so that one of each Will be nearer to the head 3 than the other, because. by ollsi-.tling the ports in this way. the intake and evhaust ports au he most advantageously controlled, and any overlapping pre\.'ented; that ifs' to Say, one is not allowed to open until the other entirely closed.

i case the engine is built. with two cylinde-,rrr or four, each pair of cylindersl need only have one drivii'ig gear, as the pinion 21 can be arranged to drive two ,'lecvea one in one direction and the other in another direction, thereby lcsseningthe vibration caused by the revolution of the parts. Furthermore, our engine can he built in any ordinary machine Shop without special machinery.

The valve sleeve is a seit-oiler attachment, and by castingit hollow, as .shown in Fig. 4, a proper coolinjlr effect can be obtained.

Ye wish to have it understood that the cnil'imliinent ot' our invention on the drawings is illustrative only, and that we do not care to be limited to the exact details shown and described, but reserve to ourselves the fright to make any changes in the shape, size Iand arrangenientlot the parts that fairly fall within the scope and spirit of our invention. h

Having thuS described our invention, we claim as new and desire to secure byLetters Patent:

1. I n an internal combustion engine, a cylinder, a-rotary tubular valve projecting through the cylinder and havinter flanges at its'ends for holdingv it in the cylinder, the upper flange of the valve resting upon the end of the cylinder, and a cap-like head se cured to and restingr upon the upper end of the cylinder outside of the upper flange of t e valve, said cap forming with the cylinder a chamber of greater diameter than that of the cylinder.

2. In an internal combustion engine, a cylinder having a flange at its lower end, an open ended rotary tubular valve projecting through the cylinder and having` flanges at its ends, the flange at the 'upper end of the valve resting upon the end of the cylinder, a cap-like head secured to and restingr upon the end ol' thc cylinder outside of the flange ot the valve and forming with the cylinder a chamber into which opens the upper end of the tubular valve, and a crank caso Secured to the cylinder between its flange and the flange of the. valve.

3. In an internal combustion engine, a-

cylinder haviingr inlet and exhaust ports at opposite Sides and in different horizontal planes, a capflike head on the cylinder and forming with the cylinder a chamber, ah ignite/r carried by the head and projecting into thc said cbarnl'ier, an open ended tubular rotary valve inthe cylinder and having; llanges'at its 'ends for holding` it in the c vlinder,'s aid.valve having ports Vlocated in ditl'crentlhorizontal planes and spaced apart circumferentiallyot the valve, a piston'in the valve', a crank shaft operatively conuected with the piston and rearing for operating the valve from the crank shaft.

4. In an internal combustion engine, the combination of a hollow tubular valve member having an annular space in its Wall to 4receive a cooling agent, and passages at its upper and lower ends leadingr to and from 41mg mid vave member and ha-Vng parte; r: nmtermgj wn?! sind passages t0 permit the 'ffwing a mi t0 iow to and from said space fumo memben and a pistoia recip1jb- Ww-,muy 'whereof we have signed om* 

